[2] The fuselage had a high degree of fineness due to the narrowness of its principal section, which consequentially reduced the unutilised lower surface area of the wing.

In terms of height, the fuselage was somewhat elongated and terminated at a single point at its base; this shape, via the combination of a cabane and a series of bracing wires (which weighed only 90kg/198lb), a relatively light wing with a large aspect ratio.

[5] The wing was manufactured in three parts, an arrangement that permitted it to be readily transported along the public road network, the benefits of which was seen as advantageous enough to offset the minor weight increase over a single piece counterpart.

[8][9] The cockpit was provisioned with various controls and instrumentation, which included a pitch indicator, altimeter, two tachometers, multiple fuel gauges, inlet and outlet oil thermometers, ignition advance, dumping control, fuel cocks, fire alarm, carburetor heater, clock, map holder, and a wheel to adjust the stabiliser amongst others.

Each tank was supported by a duralumin structure and connected to bracing wires at its base; their weight was only three percent of that of a full fuel loadout.

[9] The undercarriage, which was streamlined, was furnished with shock-absorbing struts, which comprised telescoping tubes that were interconnected via crosspieces that bore elastic cables.

Between 15 November and 26 March 1932, the Blériot 110, flown by Lucien Bossoutrot and Maurice Rossi, broke this record three times; on the final occasion staying aloft for 76 hours and 34 minutes and covering a distance of 10,601 km (6,587 mi).

By this time, the aircraft had been named Joseph Le Brix in honour of the pilot who had died flying the Blériot 110's principal rival, the Dewoitine D.33.